Taximeter.



G. s. MAXWELL.

TAXIMETER.

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G. S. MAXWELL.

TAXIMETER.

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APPLICATION FILED IUNE I6, ISH.

1 ,27 1,920. Patented July 9, 1918.

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TAXINIETER.

APPLICATION FILED IUNE I6. i911.

l1 ,27 1,920. Patented July 9, 1918.

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G. S. MAXWELL.

TAXIMETER.

APPLICATION FILED IuNE Ie, |911.

1 ,271,920. Patented July 9, 1918.

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G. S. MAXWELL.

TAXIMETER,

APPLICAUON F|LED1uNEI6.1911.

1 ,271,920. Patented July 9, 1918.

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G. S. MAXWELL.

TAXIMETER.

APPLxcATloN r1LED1uNE16.\9||.

1 ,27 1,920. Patented July 9, 1918.

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TAXIMETER.

APPLLCATION FILED LUNE I6. L91'.

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lilliliTllD STATES PATENT FFCE.

GEORGE S. MAXVELL, GF NEWARK, NEVI JERSE, Agi-"SIGNOR, BY DIRECT AND MESNE ASSIGNMENTS, TO THE TAXIMETER REGXSTER CMPANY, QF WASHINGTON, DIS- TRICI OF COLUMBIA, A. CORPORATJON OF DELAWARE TAXIMETER.

Applicatonled June 16, 1911.

To all whom it may concern:

Be it known that I, GEORGES. MAXWELL, a citizen of the United States, residing at Newark, in the county of Essex and State of New Jersey, have invented certain new and useful Improvements in Taximeters, of which the following is a specification.

My invention relates to an improvement in taximeters.

rlhe object of the invention is to provide a taximeter which will fully meet all the conditions which arise in service and which will furnish a permanent record of all details necessary for the owner of a vehicle to know in order to keep control of the driver.

My invention will best be understood from a detailed description of the present preferred embodiment of the same, which will now be described in connect-ion with the accompanying drawings:

ln the drawings:

Figure l is a'front elevation of the apparatus with the casing and some of the parts removed;

ig. 2 a left-hand side elevation of the apparatus, the casing being removed;

Fig. 8 a similar view of the right hand side of the apparatus with the casing removed; v

Fig. fl a top plan view of the apparatus;

Fig. 5 a bottom plan view of the same;

l? ig. G a front view of the exterior of the complete apparatus;

Fig. 7 a side elevation of the same;

Fig. S a top plan view of the same;

Fig. 9 a detail view of one corner of the bottom of the complete apparatus with the door for the recording mechanism swung open; and

Figs. 1G to QG inclusive detail views to be referred to hereinafter.

F ig. 27 is a diagrammatic view of a part of a record web, showing one form of record made by the machine.

Referring to the drawings, and in particular to Fig. 1 it will be seen that there are eight sets of counting wheels toward the front of the machine, arranged in four horizontal rows, each of which rows embraces two sets of counting wheels, the setat the right in each row being atotal indicating device.

Specification of Letters Patent.

Patented July 9, 1918.

Serial No. 633,457.

Of the two sets of counting wheels in the irst or top row, that set at the left, comprising three counting'wheels la, lb, 1C, indieates the trip distance, that is to say, the distance traveled during a trip, while the set of counting` wheels at the right, comprising three counting wheels 2, 2b, 2C, indicates the total miles traveled by the vehicle while earning fares.

0f the two sets of counting wheels in the second row, that set at the left, comprising three counting wheels 3", 3b, 3, indicates the trip time, that is to say, the time spent during a trip, while the set of counting wheels at the right, comprising three counting wheels 1l, 4L, etc, indicates the total time spent by the vehicle while earning fares.

Of the two sets of counting wheels in the third row from the top, that set at the left, comprising four counting wheels, 5a, 5b, 5C, 5, indicates the amount of the fare due for the trip, while the set of counting wheels at the right, comprising four counting wheels 6a, Gb, 6, Gd, indicates the tot-al amount of fares earned by the vehicle.

Of the ytwo sets of counting wheels in the fourth or bottom row, that at the left, comprising three counting wheels 7a, 7b, 7C, indicates the charge for extras, for example, the extra charge for baggage, while the set of counting wheels at the right comprising three counting wheels 8a, 8b, 8, indicates the total extra charges earned by the vehicle.

For brevity, the two indicators in the top row will be referred to hereinafter as the trip distance and total trip distance indicators, respectively, the two in the second row as the trip time and the total trip time indicators, the two indicators in the third row as the fare indicator and the total fare indicator, respectively, while the two indicators in the fourth or bottom row will be referred to as the indicator for extras and the total indicator of extras, respectively.

Of these indicators, the total indicators, that is to say, those at the right hand of the the respective rows, need not be reset, while the others at the left are reset at the end of each completed trip, or at the beginning of a new trip.

The trip distance and total trip distance indicators are actuated from the wheel of the vehicle, but only when the vehicle sis earning a fare, said indicators being uncoupled from the driving mechanism when the vehicle is not engaged by a passenger, so that even though moving about idly the trip distance and total trip distance indicators will not be actuated.

The trip time and total trip time indicators are actuated by a clock mechanism, which is ruiming continuously, the said indicators, however, being coupled to the clock mechanism only when the cab is engaged, and being` disconnected from said clock mechanism When the cab is not engaged.

The fare indicator and total tare indicator may be actuated by three diti'erent means as follows:

First, by a setting means, which comprises a distance charge setting device and a time charge setting device, these devices being operated manually by the driver at the beginning of a trip to set up an initial or basic charge on the fare indicator and total fare indicator, the basic charge varying according to Whether the vehicle is hired on the basis of a charge for distance traveled or for time spent and also according to the number of passengers, as more fully explained hereinafter.

Second, if the vehicle is hired on the basis of a charge for distance traveled, then When the vehicle has traveled a basic distance for which the basic charge set up initially upon the fare indicator is the proper fare, then any further travel of the cab during that engagement necessitates a further charge. rllherefore, a-s soon as the vehicle has exceeded the basic distance, the trip distance indicator automatically couples the fare indicator to mechanism operated by the vehicle Wheel, after which the said fare inoicator and also the total tare indicator are operated by the vehicle wheel to indicate the amount of fare due from the passenger for the distance traveled.

Third, if the basis of the charge to be made is the time spent on the trip, the charge initially set up on the tare indicator is the basic charge for an engagement `on a time basis. is soon as the vehicle has been in service to the passenger for a basic time corresponding to the basic charge initially set up on the indicator by the driver, then for all further time spent in the employ of the passenger a further charge must be made.

Hence, as soon as the basic time is exceeded, the trip time indicator automatically couples the clock-mechanism to the fare indicator and to the total fare indicater, so that from that time on the said indicators are operated by the clock mechansm.

Furthermore, the setting mechanism by Which the driver sets up the basic charge on the tare indicator, is so constructed that it may not only set up a basic charge varying according to Whether the charge is to be by time spent or distance traveled, but also as to the number of passengers to be carried. For example, the basic charge for one or t\vo passengers is less than that for three or four passengers, whether the said basic charge is for time or distance.

1n other Words, the setting device may be operated to set up on the fare indicator any one of four basiccharges, namely, iirst for one or tivo passengers, :tor time; second, for one or two passengers, for distance; third, for three or four passengers, tor time; and fourth, for three or four passengers, for distance.

Furthermore, the rate at which the clock' mechanism or the vehicle Wheel drives the fare indicator, after being coupled to it, is diiierent when the basic charge is set up for one or tvvo passengers from What it is when the basic charge is for three or four passengers.

Hence, means is provided for varying the rate at Which the fare indicator is driven by the clock Work and also means is provided for varying the rate at Which the fare indicator is driven from the vehicle Wheel, and these rate-varying means are adjusted by the setting mechanism, so that When the driver sets up the initial or basic charge on the fare indicator, according to time or distance, and according to the number of passengers, he also, at the same time, determines the rate at Which the fare indicator is thereafter driven by its appropriate driving mechanism.

As it sometimes occurs that a vehicle hired on the basis of a charge for distance traveled may be stopped for the beneiit of ythe passenger during which time, of course, the trip-distance indicator and the fare-indicator could not be operated from the vehicle-vvheel, a mechanism is provided which automatically couples the clock to the fare indicator during' the time the vehicle is stopped, so that in this interval the fareindicator is being actuated to charge up fares according to a time basis. As soon as the vehicle starts again, the clock-mechanism is uncouplcd and the fare-indicator is again operated as before from the vehicle-Wheel.

Means is also provided for disconnecting the fare-indicator and total fare indicator from the operating mechanism in case of a break-down, so that no charge' will be made to the passenger during such breakdown.

The indicator for extras and the total indicator for extras are operated by manual means actuated by the driver.

As the various pairs of indicators are similar in construction, a specific description will he given first of the trip distance and total trip dist-ance indicators.

The trip distance indicator comprises three counting Wheels 1t, 1b, 1C, revolubly mounted on a shaft 9, normally held stationary by a resetting mechanism, as more fully explained hereinafter. Each wheel comprises a hub, a cylindrical or drum-like periphery, and a web connecting the hub and periphery, this web being at one side of the wheel. (F ig. 22). To each of the wheels 1b and 1C is fixed a ratchet wheel, as indicated at 10, while to Wheel 1a is fixed a ratchet wheel 101 which may be smaller than ratchet wheels 10, Figs. 16 and 22. Between the respective pairs of counting wheels, for example the counting wheels, 1El and 1b and 1C, and outside the highest counting wheel, there are arranged disks 11, each of which is fixed tothe shaft 9 by means of a key 11b fitting in the key way 9, and has a notch 112L in its periphery, as shown in Figs. 11 and To the left hand sides of the wheels 1, 11 and 1C are secured arms 12, each arm carrying a spring pawl, 13, provided with a nose or projection 1d which may ride on the periphery of its corresponding disk 11 and drop into the notch in said disk when opposite the same, said nose being arranged to engage the ratchet-wheel of the next higher counting wheel, whenever said nose 111 drops into the notch in the corresponding disk l1.

The ratchet-wheel '101 of the wheel 1a is actuated as follows:

Upon the shaft 9, between the trip distance indicator and the total trip distance indicator is located an oscillatory device having two arms, 15 and 16, connected by a sleeve 17, surrounded by a spring' 18, one end of which is fixed to the frame ,of the apparatus. The arm 15 carries a pawl 19, Fig. 16, arranged to engage the ratchetwheel 10iL of the wheel 1u. Jalso said arm 15 is provided with a pin 20, arranged to be struck by the teeth of a star-wheel 21, mounted on a rotatable shaft 22 driven by suitable means, as hereinafter explained. lVhen the star-wheel rotates, it encounters the pin and pushes the arm 15 backward against the action of the spring, 18, that is Vto say, toward the left in Fig. 16. As lsoon as the tooth of the star-wheel clears the pin 20, the spring 18 throws the arm 15 forward and the pawl 19 rotates the ratchet-wheel 101 of the counting wheel 1il to an extent sufficient to move the counting wheel lache indication.

When the counting wheel 1a has been inoif'ed through nine indications, the spring pawl 13 ofthe said counting wheel 1a enters the notch in its disk 11, and engages the ratchel-wheel 10 of the counting-wheel 1b, so that when the counting wheel 1t is moved from its 9th te its 10th or Zero indication,

that is to say, when completing its revolution, the counting wheel 1" is moved one indication, at the end of which time, the spring pawl of the wheel 1a rides out of the notch in the disk 11, and thus is freed from the ratchet-wheel 10 of the wheel 1b. Thus for every revolution made by the counting wheel 1il the counting wheel 1b is moved one indication, or one revolution for every ten revolutions of the wheel 1a. In a similar mamier the counting wheel 1C ismoved one indication for each revolution of the counting wheel 1b.

The counting wheels 2, 2b, 2, of the total trip distance indicator, are narrower than the wheels 1, 1b, 1C, and each is provided with a series of ratchet notches in its periphery. The ratchet notches in the periphery of the rst counting wheel 2a are arranged to be engaged by a pawl 23 Fig. 16, carried by the arm 16, so that as said arm is cscillatcd, with the arm 15 as hereinbefore described, the counting wheel 21l will be rotated step by step.

etween the counting wheels 2@L and 2b and 2b and 2C are arranged notched disks 2l, secured to a stationary shaft 25. (See Fig. 21). The counting wheels 2a and 2b areeach provided with spring pawls 26, each or which has a pawl tooth arranged to ride on the side of the adjacent disk and to enter the notch in said disk, whereupon said pawltooth may engage a notch inthe side of the next counting wheel, these notches being indicated at 27, Fig. 20. rFhis construct-ion Vof the mechanism for carrying the tens and hundreds from the units wheel to the tens wheel and from the tens wheel to the hundreds wheel respectively, is similar to that employed in connection with the trip distance indicator, except that the spring pawls 26 act in the direction of the axis of the counting wheels instead of radially toward the center.

The shafts 9 and 25 have their axes in line with cach other, the shaft being fixed in bearings 2S and 29, while the shaft 9 has one end ournaled in the adjacent end of the fixed shaft 25, while its other end is supported `by the bearing 30.

Upon the end of said shaft 9 is fixed -a gear-wheel 31, which is one of the train of gears constituting part of the resetting apparatus which will be more fully described hereinafter.

TWhen the said gear-wheel 31 is turned one complete revolution in the direction of thearrow, F ig. l1l, it turns the shaft 9 and all the disks 11 one complete revolution. As the disks turn, the pawl teeth of the spring-pawls 13, enter the notches in the disks, and thereby the respective counting wheels are locked together in proper relation to each other by the spring pawls and are carried around until in their zero positions, at which time the revolution of the disks 11 is completed.

ln order to hold the counting wheels 1a, 1b, 1C and the counting wheels 2, 2b, 2c in any position to which they may be set, suitable click-springs are provided, which are stationary and arranged to engage notches in the peripheries of the counting wheels. This form of device is old and well-known in the art. Therefore, in order not to complicate the drawings, the said click-springs have been omitted from the drawings, these click-springs, however, being similar to the click-spring for the total indicator for extras as shown at 32, Fig. 3.

The trip-time and total trip-time indicators are similar in construction to the tripdistance and total trip-distance indicators hereinbefore described, and are operated by a star-wheel 33 mounted on a shaft 34, the gear-wheel for resetting the trip-distance indicator being shown at 35, Fig. l, to whose hub is fixed another gear-wheel 3G forming part of the rese ting train.

The fare-indicator and total fare indicator are also similar to the trip-distance and total trip-distance indicators hereinbefore described, with the exception that each has four counting-wheels, 5a, 5b, 5, 5d and 6u, 6b, 6, 6d instead of three. Furthermore, instead of the two operating arms which carry the pawls being in different planes transverse to the axis of the counting` wheels, as are the arms 15, 16, of the hereinbefcre described indicators, theV corresponding operating` arms 15b, 16", for the fare indicator and total fare indica-tor are placed substantially in the same transverse plane, as will be clear from Fig. 1, in order to economize space.

These arms are operated by a star-wheel 37 mounted on a shaft 3S. The gear-wheel for resetting the trip-fare indicator is shown at 39.

The indicator of extras and the total indicator of extras is similar to the trip-distance and total trip-distance indicators, but its .operating star-wheel 40 is normally out of the path of the pin 20c on the arm 15C, and is only pushed into said Vpath when it is desired to operate the indicators, which, as hereinbefore explained, is done manually by the driver. To permit this to be done, the star-wheel 40 is mounted upon a longitudinally-movable tubular shaft 41 which is guided vby a bearing 42 and by a rod 43, vthe latter extending into the interior of the tubular shaft. A spring 44 surrounding` the Vrod 43 serves to press the shaft 41 normally outward so as to lie-ep the star-wheel 40 out of engagement with the pin 20C. Vlhe longitudinal movement of the shaft 41 is limited in one direction by a pin 45 and in the other direction by a collar 46.

The outer end of the shaft 41 extends beyond the casing of the apparatus and is arranged to be operated by a suitable key. When the driver desires to set up an indication of the charge made for extras, he pushes the shaft, 41, inward against the action of the spring 44 until the collar 4G contacts with the key or bearing 42, whereupon he rotates the shaft 4l in the proper direction. At this time the star-wheel 40 is in position to engage the pin 2OC and therefore the rotation of the star-wheel will cause the arms 15c and 16 to oscillate and thereby move the indicators step by step until the indicator of extras exhibits the desired charge for extras, whereupon the driver releases the shaft 41, which is forced outward by the spring 44, so as to release the star-wheel from the pin.

For the purpose of resetting the indicator of extras, the shaft 9c Fig. 11 of the said indicator is provided with a gear-wheel 47. An additional gear-wheel 4S is also provided for a purpose hereinafter explained.

The operating shaft 22 for the trip distance indicator and its totalizing indicator is operated as follows: l

Upon the shaft 22 is fixed a bevel-gear wheel 48a, which meshes with a bevel-gear wheel 49 fixed to a vertical shaft 50, journaled in bearings 50a, 50h, and 50. The lower end of this shaft 50 is provided with a movable clutch-member 51 splined to the shaft and arranged to be shifted into engagement with a clutch-member 52, mounted upon a stud 53, Figs. l and 5, and united. to a` gear-wheel 54 which is connected, through an intermediate idler wheel, 55, carried by a studL 56, with a pinion 57, mounted on a stud 58 and connected to a ratchet wheel 59, arranged to be engaged by a pawl 60, carried by a pawl lever 61, normally pressed by a spring G2 toward a cam 63, mounted on a main driving shaft (S4 arranged to rotate from the vehicle wheel by suitable mechanism.

l/Vhen the vehicle is traveling and its whe-els are thereby rotated, the said shaft G4 will be rotated and the cam 63 will oscillate the lever 61, whose pawl 60, will move the ratchet wheel 59 and with it the gear-wheel 54, whereby the clutch-member 52 is rotated. If now the clutch-member 51 is in engagement with the clutch-member 52, the shaft 50 will be operated and with it the shaft 22, through the bevel gears, 48n and 49, thus causing thestar-wheel 21 to actuate the tripdistance and total trip-distance indicators.

rllhe trip time and total trip time indicators as hereinbefore explained are operated by the star-wheel 33 on the shaft 34. This sha-ft is rotated fro-m a clock-mechanism, during the time the vehicle is under hire, as will now be explained.

The clock mechanism indicated generally by the reference numeral 65, Fig. 4, is of iso any usual or desired construction and is located at the upper rear portion of the taximeter. Its spring is indicated' at 8G, its winding arbor at 97, and its main arbor at 68. The latter is provided at its front end with a bevel gear wheel (39, Fig. 19, fixed te the main arbor and` meshing` with a bevel gear wheel on a vertical shaft 7l, the purpose of which will be more fully explained hereinafter.

Y@pon the extremel front cud of the main arbor G8 is loosely mounted a. compound crown and bevel gear wheel 72, best shown in Fig. 19, this wheel having crown gear teeth on its front face and bevel gear teeth on its rear face.

Between the crown' and bevel gear wheel 72 and the bevelv gear wheel 69 there is a clutch mounted upon the arbor 68, one clutch-member 73 being secured to the back ofthe crown andV bevel gear wheel 72 while the shiftable member 7a of the clutch is splined to the arbor 68 andv is adapted to be shifted by ay lever 75 actuated by means more fully explained hereinafter.

lThe cloelnmechanism is intended to be in continuous operation. Vhen the clutch membe 1s 73 and 74C are-locked together, the clock mechanism will rotate the crown and bevelV gear wheel 72. This isin mesh with a gear-wheel 7G fixed on the shaft 3l, Fig. 1', whereby the latter is rotated to actuate-the trip-time and total trip-time indicators. lillhen the vehicle is not engaged the clutch members 73 and 741- are separatedso that the trip-time andvv total trip-time indicators-are not operated, although the clock mechanism continues to run;

rl-he fare indicator and total fare indicator as hereinbefore explained are actuated by the starwheel 37 located on the shaft 38. rlhis shaft is provided with four gear-wheels 77, 78, 79 and 89, and with a bevelL gear wheel 8l. At 82 and 83 are indicated the-beeL 1ings for the said shaft.

Below the shaftI 38 is located a shaft 811 having one endE of reduced diameter journaledl in a hole in the shaft ofthe are indicator, and its other end liournaled in the bearing 59h. Upon this shaft 84e are-loosely mounted gear wheels 85, 8G, 87 and 88, which mesh withthe gear wheels 77, 78, 79 and 89, respectively. The gear wheels 85 and 88 are provided on their opposing faces with clutch menil arranged to be engaged alternately by a clutch member 89 splined to the-shaft 81k, and capable of being shifted one way or the other or held in an intermediate inoperative position by a lever 99, more fully explained hereinafter.

The'gear-wheels 87 and 88 are similarly provided with elutcli-ii'iemliei.'s arranged to beengagr-dalternately byy a clutch member 91, splined to the shaftl 841 andfcapable of; be-

ing shiftedone way or the other or held in an inoperative intermediate position by a lever, 92, as more fully explained hereinafter.

To J4the end of the shaft 84 isixedV a bevel gear wheel 93, meshing withv a bevel gear wheel 9i attached: to a sie ve 95, said wheel 9i and sleeve 95 being loosely mounted upon the shaft 50, the sleeve however having its upper end formed as one member of a clutch, the other clutch member 9G being provided with pins 97 arranged to enter holes in a bevel gear 98, in mesh with a'bevel gear wheel 99. The clutchV member 96 normally is locked' to the sleeve 95, being un lock-ed from it manually only in case ofbreak-downs of the vehicle, as more fully explained hereinafter. lllhen the clutch member 9G is locked tothe sleeve, the rotation of the bevel gear 99, as more fully explained hereinafter, will causethe rotat-ion of the bevel gear wheels 91' and 93 and of the shaft 811.

The shaft 38 will be driven from the shaft 8l, when any one of the gear wheels 85,86, 87 or 88 is locked to saidl shaft 8f by its respective clutch member 89er 91. Since the ratios of transmission of the meshing pairs of gear-wheels, 85 and 77, 8G and 78, 87 and 79,88 and 8O are different for the different pairs, the speed of the shaft 38 can have any one of four different ratios relative to the shaft 84:, dependent upon the particular pair of gear wheels serving to t ransmit the power from shaft 8f to shaft 38.

The bevel: gear wheel 99 is loosely mounted on a st'udlOO secured to a bearing member 101, and has holes engagedby pins 102, Fig. 25, carried by a clutch-member 103, arranged to engage a correspondingl clutch-member lO-l, which is united with apinion 105y in mesh with the crown-gear-wheel 72. The latter, as hereinbefore explained, is driven by the clock-mechanism, and when the clutch members 193 andI 10a'- are locked together, the bevel gear wheels 99 and 98 are also driven by the clock-mechanism so that througlrthe clutch 98 the sleeve 95 andbevel gear-wheels 91 and 93 theshaft 8a is rotated by the elock-mechanism, and from the shaft 8a*- the fare-indicator andt total fare-indiel tor are operated as hereiubefore described.

The clutch members 103 and 10ft are looked together by ay clutch lever 196 in a manner hereinafter described.

rPhe shaft 81k also may be rotated from the wheel of the vehicle by the following means:

The bevel gear wheel 98 is provided with a long sleeve 107r having a cluteh-n'iember 108, arranged to be engaged by a double clutch member 199 having" clutch teeth on two faces, as shown inthe drawings. rlhe upper set ofelutch teeth are arranged to engage with the teeth on aclutchx member 11()fprovided'withpins111 which enter holes in the hub of the bevel gear wheel 49, which is fixed to the shaft 50.

The teeth connecting the clutch members 109 and 110 are long enough so that the member 109 can be moved by a clutch lever 112, into engagement with the clutch member 108 without being disengaged from the clutch member 110.

When it is desired to release the clutch members 109 and 110, the clutch member 110 is moved upward by the clutch lever 113, the forked end of which is seen in plan in Fig, 1, and which is also shown in Fig. 2 in engagement with .pins 199. This, however, is done only in case of a break down of the vehicle.

When the clutch members 109 and 108 are engaged with each other, the clutch members 103 and 104 which couple the clock mechanism to the fare indicator are disengaged. Under this condition the fare indicator is driven from the vehicle wheel through the shaft 50, bevel gear 49, pins 111, clutch members 110, 109, 107, bevel gear 98, pins 97, clutch member 96, 'sleeve 95, bevel gears 94 and 93, and shaft 84, which transmits its motion to the shaft 38 through the particular pair of gear-wheels at that time in action.

In addition to the means for driving the fare-indicator and fare-indicator shaft from the clock mechanism, as hereinbefore described, a supplemental mechanism is provided which is automatically held out of action `when the vehicle is traveling, but which comes into use as soon as the vehicle stops. This supplemental mechanism which couples the star Wheel shaft 38 to the clockmechanism, is as follows:

Upon the shaft 38 is journaled a swinging bracket 114, Figs. 1 and 10, having a rearward extending arm 115 normally drawn upward by a spring 116.

In this bracket is journaled a shaft provided at each end with a bevel gear wheel, these wheels being indicated at 117 and 118, Figs. 1 and 10. The bevel wheel 117 is arranged to engage the bevel gear portion at the back of the compound crown and bevel gear wheel 72. The lower bevel gear wheel 118 meshes with the bevel gear wheel 81 on the shaft 38.

At 119, Fig, 10, is arranged a trip lever, pivoted at 120 and having an inclined nose 121 at t-he lower end, against which the pawl lever 61, Figs. 5 and 10 may strike, whereby the lower end of the trip-lever is pushed backward on the downward movement of the pawl lever 61.

The upper end of the trip lever is arranged to strike and swing downward the arm 115. Said upper end is connected to a delay action device such for example as the dash-pot mechanism indicated in Fig. 10. This mechanism comprises a dash-pot cylinder 122 within which is a piston 123, provided with a rod coupled to the end of the lever 119,

The dash-pot cylinder 122 has an air-inlet at its bottom, over which rests loosely a valve 124.

Vhen the pawl lever 61 moves downward it moves the lower end of the trip-lever backward, and thus forces the upper end of the trip lever forward, drawing the piston 123 forward in the cylinder 122, the valve 124 lifting to allow the outside air to enter behind the piston. At the same time the upper end of the trip lever 119 swings the arm 115 downward against the action of its spring 116, and thereby disengages the bevel gear wheel 117 from the bevel gear portion of the wheel 72. The spring tends to move the arm 115 upward, and thereby to press the upper end of the lever 119 backward, but the piston 123 prevents this being accomplished rapidly, since on the rearward movement of the piston the valve 124 is closed by the compression of the air behind the piston, which air escapes but slowly around the valve. Hence if the oscillating pawl lever 61 is in operation, due to the rotation of the vehicle wheel, it will at each downward movement push the trip lever 119 so as to swing the arm 115 downward, and as the said arm does not have time to move upward far enough to allow the gear-wheel 117 to mesh with the gear wheel 72, before said arm is again moved downward, the said bevel gear 117 is maintained out of contact with the gear-wheel 72, so long as the vehicle wheel is rotating, even slowly. However, if the vehicle stops, the lever 119 is no longer oscillated by the pawl lever 61, and hence the spring 116 can gradually draw the arm 115 upward, depressing the piston 123 of the dash-pot mechanism.

Thereupon the bevel gear 117 engages the gear-wheel 72 and the clock mechanism drives the bevel gears 117, 118 and 81, thus rotating the shaft 38 and actuating the fare indicator and total fare-indicator.

The setting mechanism comprises two transversely arranged setting shafts 125 and 126, whose rear ends extend outside the casing and are provided with notched disks 127 and 128, Figs. 12 and 15, each fixed to its respective shaft and having a hub provided with notches as indicated at 129, ar-

ranged to receive the end of a key by means of which the respective shaft may be turned by hand. Each of the disks 127 and 128 has an index 130, 131, arranged to coact with certain indications, as indicated in Fig. 15. A rod 132 is mounted at the back of the apparatus, with its axis in a vertical plane between the two disks 127 and 128. This rod has two cams 133 and 134 at its lower end, as will be clear from Figs. 14 and 15.

At the upper end of the rod 132 are transv verse pins and 136 arranged opposite a swinging indicator 137, hinged on a pintle pin 133, Figs. 7 and 15 supported in ears 139 at the ripper end of the casing. A spring normally tends to hold the swinging indicator upright.

llhen the disk 127 is rotated the edge 141 at the bottom of the notch engages the inclined cam surface of its cam 133 and thereby rotates the rod 132 in the direction of the arrow, Fig. 14, thereby forcing the swinging indicator 137 downward to a hori- Zontal position, against the action of its spring 140. At the same time the cam 134 is swung outward so that its flat bottom is brought into the plane of the disk 123, thus preventing this disk from being rotated while the disk 127 is set.

When the disk 127 is moved back te its normal or zero position, the spring` 140 raises the swinging indicator 137 and also rotates the rod 132 to its normal position. The swinging indicator is provided with a legend indicating that the vehicle is not engaged, as for example, the legend To let shown in Fig. 6.

Then the disk 123 is rotated to the left, Fig. 15, the edge 142 of the disk at the lower end of its notch engages the cam surface of the cam 134 and rotates the rod 132 in a direction opposite that indicated by the arrow, whereby the swinging indicator is forced down to a horizontal position against the action of its spring 140, by the pin 136, and the ether disk 127 is locked by the cam 133. e

rllhe shaft 125 is intended to be rota-ted when the vehicle is hired for one or two passengers and the shaft 126 is to be rotated when the vehicle is hired for three or four passengers.

The extent to which the shafts 125 and 126 are to be rotated in the respective directions depends upon whether the vehicle is hired on a basis of a charge for time or for distance. lf the former the respective disk is rotated to an extent suflicient to bring its index 130 or 131 opposite the indication marked Time. See Fig. 15. 1f on the other hand the charge is to be based on distance traveled, the respective disk is moved until its corresponding index comes opposite the indication marked Distance.

Upon the forward end of each of the shafts 125 and 126 are mounted three cams, and a bevel gear wheel. rllhe cams are indicated at 142, 1431, 1443, 142), 1433, 144", respectively, while the bevel gears are indicated at 145n and 145b respectively. See Figs. 10, 12 and 23.

Upon a transverse shaft 146, Figs. 16 and 12, are loosely mounted two cam levers, 147 and 143, secured to eachother and to a clutch lever 149, Figs. 12 and 13, the said clutch lever 149 being ar anged to engage of the indications marked TimeVand Disi tance the cam 144il will move the lever 147 to the left in Fig. 12 and shift the clutch lever 149 so as to lock the clutch members 51 and 52, whereby the vehicle wheel may drive the shaft 50.

Furthermore, when the index 131 moves to the indications marked Time or Distance the cam 144b will move the lever 143 so as to accomplish the same result of lockino the clutch.

Upon the shaft 146 are also mounted two arms 151 and 92, the former being pressed against the cam 143b by a spring 152, while the latter arm 92 serves as the clutch lever for throwing the clutch member 91 to the right or left, so as to lock either the gear wheel 33 or the gear wheel 37 to the shaft 34.

At 153 is a stud or shaft upon which two arms 154 and 90 are pivoted, these arms being secured to each other.

The arm 154 is held against the cam surface 143a by a spring 155, while the arm 90 serves as a clutch lever for throwing the clutch member 39 to the right or left so as to lock either the gear wheel 36 or'the gear wheel 35 to shaft 34.

rlhe bevel gear wheels 145a and 145) Fig. 10, serve to set up the basic fare on' the fare indicator. For the purpose of accomplishing this result the following mechanism is employed.

Upon'thc shaft 34 is loosely mounted a pinion 156 Figs. 1 and 23 secured to the gear wheel 33, said pinion being engaged by a gear wheel 157 loosely mounted on a shaft 153, Figs. 1, 11 and 23. it each side of the gear wheel 157 is a ratchet wheel, said ratchet wheels being shown at 159 and 160, respectively. rllhe ratchet wheels are loose upon the shaft 153 and have their teeth projecting in the same direction. Upon each side of the gear wheel 157 is pivoted a spring pressed pawl 161, 162, each of which engages its respective ratchet-wheel.

To each ratchet wheel is fixed a gear wheel, and a bevel pinion, the gear wheels being indicated at 163 and 1.64 and the bevel pinions at and 166, said gear wheels and bevel pinions also being loosely mounted upon the shaft 153. The gear wheels 163 and 164 form part of the resetting mechanism, hereinafter referred to. rllhe bevel pinions 165 and 166 mesh with their respective bevel gear wheels 145CL and 1451.

The ratio of transmission between the bevel gear wheels 145b and 165 is different from that of the bevel gears 145a and 166.

The operationV of the setting mechanism thus far described is as follows:

The setting apparatus provides for setting up four different basic charges on the fare indicator, namely,

First, for one or two passengers, by distance,

Second, for one or two passengers, by time,

Third, for three or four passengers, by distance,

Fourth, for three or four passengers, by time.

Under the first condition the shaft 125 Fig. 15is turned to the right by the driver until the index 130 points to the indication marked Distance This causes a rotation of the bevel wheel 145 and of the cams mounted on the shaft 125.

The rotation of the bevel wheel 1450' causes a rotation of the bevel pinion 166 in mesh with it and thereby rotates the ratchet wheel 164 in such a direction as to engage the pawl 162 and rotate the gear wheels 157, 156, 88 and 80, thus rotating the star-wheel shaft 38, whose star-wheel 37 actuates the fare indicator to set up the proper basic fare.

The rotation of the cam 144a causes the cam lever 147 to swing the clutch lever 149 and lock the clutch members 51 and 52, (F ig. 12), said cam lever simultaneously lowering the rod 197, and locking the clutch members 73 and 74 (F ig. 10) whereby the clock mechanism is coupled to the crown and bevel gear wheel 72, as more fully explained hereinafter. Furthermore, the rotation of the cam 143 moves the arm 154 so as to swing the clutch lever 90 to the left, Figs. 1 and 2, thereby locking the clutch member 89 to the gear wheel 85.

The arrangement of the cams 144a and 148a is such that the locking of the clutch members 51 and 52 and of the clutch member 89 to the gear wheel 85 takes place toward the end of the movement.

1t is to be noted, however, that although the shaft 50 is coupled by the clutch members 51 and 52 so as to drive the trip distance indicator as soon as the vehicle starts, still, the fare indicator will not be operated, because the clutch members 10S and 109 are still open. These clutch members are not locked together until the vehicle has traveled a basic distance equivalent to the basic charge set up on the fare indicator. At the end of this basic distance the said clutch members 108 and 109 are locked together, by the action of the trip distance indicator as hereinafter explained, whereupon the shaft 50 drives the shaft S4, and the latter drives the shaft 38 through the gear wheels S5 and 77, thus continuing to actuate the fare recorder at a rate proportional to the revolutions of the vehicle wheel, the ratio being determined by the ratio of transmission of the gear wheels 85 and 77.

Of course it will be understood that each movement of thn fare indicator is accomplished by a corresponding simultaneous movement of the total fare indicator, so that all charges made on the former are also made on the latter.

Y Under the second condition, the shaft 125 is turned to the right by the driver until the index 130 points to the indication Time Obviously, this requires a greater angu lar movement of the shaft 125 than when the index is stopped at the indication Distance.7 Thus the bevel wheel 145a is rotated to a greater extent than under the condition where the basi@ charge is made by distance.

Consequently, the said bevel gear wheel 145a rotates the gear wheels 157, 156, 8S and 80 in the same manner as under the iirst condition, but to a greater extent so that the sha-ft 3S and its star wheel 37 are also rotated to a greater extent and a greater basic charge is set. up on the fare indicator.

The cam 144a actuates the arm 147 and clutch lever 149 to lock the clutch members 51 and 52 as hereinbefore described under the first condition, and to couple the clockmechanism to the crown and bevel gear wheel 72. In closing clutch 51-52, the clutch lever 149 with its projecting fork 149m, Figs. 2 and 13, moves away from pin 197a and allows rod 197 to be forced downward by means of the spiral spring197b acting against the pin 199. In its downward movement, shaft or rod 197 carries with lit lever 201 by means of the pins 200 which pass through 197 on either side of lever 201. Lever 201 is firmly fixed to one end of a rotatable shaft 202 to which clutch lever 75 is also firmly fixed, Figs. 2 and 10. From the above description it will readily be seen that a movement of rod 197 in either direction will either open or close clutch 73-74.

Furthermore, the cam 148a at first actuates the arm 154 and clutch lever 90 as hereinbefore described, to move the clutch member 89 to the left, after which the further movement of said cam moves the clutch lever 90 to the extreme right so that the clutch member 89 is locked to the gear wheel 86, whereby any subsequent rotation of the shaft 84 will be transmitted to the shaft 38 through the gear wheels 86 and 78.

The fare indicator after receiving the basic charge for time, is not again actuated until an interval of time, equivalent to theV basic charge, has expired. Thereupon the clutch members 103 and 1011 are locked together by the automatic action of the time indicator, as hereinafter explained, so that thereafter the clock mechanism drives the shaft 31 through the gear wheel 72, pinion 105, bevel gears 99 and 93, sleeve 95 and bevel gears 941 and 93. The gear wheels 36 and-73 transmit this rotation of the shaft 31 at the proper ratio, to the star wheel shaft 33, so that the subsequent charges will be made at regular intervals upon the fare indicator, and of course, also upon the total fare indicator.

It is to be understood, of course, that when an engagement of the vehicle either for distance or time has terminated, the shaft 125 is rotated back to its Zero position, in which position the clutch member 39 is not locked to either gear wheel 35 or 36, the clutch members 51 and 52 and the clutch members 73 and 711 are unlocked.

Under the third condition, namely, when the charge is to be made for three or four passengers 'for distance, the shaft 126 is turned to the left by the driver, until the index 131 points to the indication cDistance. This causes a rotation of the bevel gear wheel 145b and of the cams connected with it.

The rotation of the bevel wheel causes a rotation of the bevel pinion 165 and of the ratchet wheel 159 in such a direction that it engages the pawl 161 and turns the gear wheels 157 and 156 so that the gear wheels 33 and 30 are rotated inthe same manner as hereinbefore described under the first condition. However, the ratio of transmission between the bevel gear wheel 1115b and its bevel pinion 165 is such that the basic fare set up on the fare indicator is greater than under the first condition.

The rotation of the cam 1441) swings the arm 143 and with it the clutch lever 1119 so as to: lock the clutch members 51 and 52,'

and to couple the clock-mechanism to the crown and bevel gear wheel 72. Also the rotation of the cam 143b moves the arm 151 and with it the clutch lever 92, which shifts the clutch member 91 to the left, Figs. 1 and 12 and thus locks the said clutch member 91 to the gear wheel 37, whereby any subsequent rotation of the shaft 341 will be transmitted through the gear wheels 37 and 79 to the shaft 33.

1t is to be understood that under this condition, as well as under the firstl condition, the shaft 31 is not coupled to the shaft 50, through the clutch members 103 and 109, until the basic distance for which the basic charge is made has been traveled by the vehicle. As hereinbefore explained, the said clutch members'103 and 109 are locked automatically by the trip distance indicator,

by means which will be more fully described hereinaften, this locking being done only after the vehicle has traveled a basic distance corresponding to the basic fare set up on the fare indicator.

Under the fourth condition, the shaft 126 is turned to the left by the driver until the index 131 points to the indication marked Time, this, of course, giving a greater angular movement of the shaft 126 than when the index 131 was moved merely to the indication Distance7 This greater angular movement of the shaft 126 causes also a greater movement of the bevel wheel ltb and thereby, through the connected gearing, of the shaft 33, so that a greater basic charge is set up on the fare indicator than under the third condition.

During the first part of the movement of the shaft 126, the clutch members 51 and 52 are locked together, as hereinbefore described, under the third condition.

Also, during the first part of the movement of the shaft 126, the clutch member 91 is moved to the left and locked to the gear wheel 37, but during the latter part of the rotation of the shaft 126 said clutch member 91 is shifted to the extreme right (Fig. 12) and is locked to the gear wheel 33. After the lapse of the time interval for which the basic charge is made, the clutch members 103 and 101 are locked together automatically by the trip time indicator, as will be explained hereinafter, so that from that time on, the clock mechanism will actuate the fare indicator, through the gear wheel. 72, pinion 105, bevel gears 99 and 93, clutch member 96, sleeve 95, bevel gears 95 and 93, shaft 34:, gear wheels 33 and 30, shaft 33 and star wheel 37. The gear wheels 33 and 30 have a ratio of transmission so selected as to give the proper rate of charge for the fourth condition.

Then the shaft 126 is moved backward to set the index 131 to Zero, the clutch member 91 is brought to its intermediate position, so that it is not in engagement with either gear wheel 37 er 33. Also the clutch mem bers 51 and 52 and the clutch members 73 and 71 are unlocked.

For the purpose of enabling the passenger to see that the apparatus is set as should be under the condition for which the vehicle is hired, two indicators operated by the setting mechanism are provided.

These indicators may be of any suitable form, but in the construction illustrated, the indicators are made as segments of hollow cylinders, as shown at 167 and 163, Fig. 17 each pivoted on an axis, 169 and 170, to each of which' is xed a contact device, in the present example shown as a triangular block, 171 and 172.

The upper indicator, which indica-tes the number of passengers for which fare is being charged is so balanced that normally the centra-l radius of the sector remains horizontal, as shown in Fig. 17. This indicator carries two indications, namely, the indications 1 or 2 Fig. 6 arranged in a line near the upper edge of the indicator, and the words Three or four arranged in a line near the bottom edge of the indicator, the intermediate space being blank. The front of the casing of the apparatus has a window opposite which the indicator is located. When the indicator of passengers is in its zero position, the blank space of the said indicator is opposite the window.

lVhen the indicator is swung down the top line containing the indications 1 or 2 comes opposite the window. Vhen the indicator is swung up, the bottom line containing the indications 3 or 4 comes opposite the window.

The lower indicator, which indicates whether the charge is by distance or time, is also arranged opposite a window in the front of the casing. Near its lower edge this indicator bears the word Timef and at its central portion the word Distance, above which, along the upper edge, is a blank space. i

Then in its normal or zero position the lower indicator swings down, as shown in-V Fig. 17 so that the blank space comes opposite the window. When the indicator is swung to a position when the radius at the middle of the segment is horizontal, the word Distance appears at the window, and when the indicator is swung farther upward the word Time appears at the window.

In order to swing the indicators, the following mechanism is employed. See Figs. 12 and 17.

A. shaft 17 3 is provided at one end with an arm 174 pinned thereto and arranged to bear on the face cam 142b, so that as said cam is rotated the arm 174 will be rocked by the cam, thereby rocking the Ashaft 173. At the other end an arm 175 is secured to the shaft 17 3, so that when the shaft is rocked the said arm 175 will be swung. This arm carries two pins, 176 and 177 the upperone, 176, being arranged to strike near the lower edge of the contact block 171, and push it forward, thus swinging the indicator 167 on its axis so as to bring the lower indication 8 or 4 opposite the window in the front of the casing. Y The lower pin,r 177, is arranged to strike near the lower edge of the contact device 172 of the lower indicator 168 and thus swing said indicator upward.

The extent to which thesaid indicator is moved upward depends uponythe extent to which the arm 175 is swung by the shaft 17 3, which in turn is determined by the cam 142". l/Vhen the sha-ft 126, on whichV said cam 142b is fixed, is rotated to set the apparatus for a distance charge, the arm 174, shalft 17 8 and arm 17 5 are rocked just enough to swing the lower indicator Vto a position where the central radius of the segment is horizontal and the indication Distance appears at the window. When the shaft 126 is rotated to set the apparatus for a time charge, the arm 17 4, shaft 17 8- and arm 175 are rocked further, whereby the indicator is swung upward to the maximum amount and the indication Time appears at the window.

In order that this difference in the extent of movement of the lever 175 may not cause a difference in the extent to which the upper indicator 167 is swung upward, the surface of the lower rear face of the contact block 171 is slightly rounded or beveled, as shown in Fig. 17, at the point struck by the pin 176.

Upon the shaft 173 is loosely mounted a sleeve 178, to which is fixed an arm 17 9, arranged to bear -against the face cam 142a which is fixed on the shaft 125. When the cam is rotated it rocks the arm 179 and with it the sleeve 178. To the opposite end of the sleeve is fixed an arm 180, also provided with two pins, 181 and 182, Fig.l17, the upper one, 181, being arranged to strike the upper edge of the contact block 171, and the lower pin, 182, being arranged to strike the lower edge of the contact block 172.

When the arm 180 is rocked by the rocking of the sleeve 178 from the cam 142a it will swing the indicator 167 downward and bring the indication 1 or 2 opposite the win- .ow.

At the same time, the lower indicator 168 is swung upward, by the pin 182, to indicate either Distance or Time, according to the extent to which the arm 180 is rocked, this depending upon the cam 142zi which is so arranged that when the shaft 125 is ro tated to set the apparatus for a'charge ac- `cording to distance the lower indicator 168 will be moved to a horizontal position, and when the shaft 125 is rotated to set the apparatus for a charge according to time, the lower indicator 168 will be swung upward to its maximum extent.

In order that this two-stage movement of the arm 180 may result in only a one-stage movement of the upper indicator 167, the contact surface at the upperV rear edge ofthe contact block which is struck by the pin 181 is rounded or' beveled on.

The upper indicator 167 is provided with a rearwardly extending arm 183 provided lwith aslot intowhich enters the end of a crank arm 184'secured on or forming part of valshaft 185, the purpose `of which will be explainedhereinafter in connection with the 'description of the recording apparatus.

' The means whereby the trip distance indi- -its normal position.

catorshifts theclutoh member 109 so; as to lock, it to the clutch member 108 will now be described Referring;L to Figsl afndf183186isa shaft to-which is fixed ay clutch lever'112: which is forked to engage the peripheral groove of the clutch member 109 inl the usual way. The end of the saidy leveris providedfwith: a beveledi face as shown at 1-88 f0r cooperation with a corresponding' inclined: face of al light spring'189 bent as shown in Fig: 18. When the clutch lever 112 ist forced downwardt'o lock the clutch member 109 to. theclutch member 108, its inclinedsurface 188 forces the spring-189 forward, until the end of the said clutch lever clears t'he inclined, face ofthe spring, whereupon the spring flies back and holds the clutch member 109 in engagement with the member 1108.r This spring 1-89 1s pushed forward,-y torelease the saidiclutclrlever 112,' by an extension 1'811-1823oneof thepins 199, when the rod 197 islmoved to This arrangement is shown toward the left of Fig. 2,and also; in the fragmentary plan of Fig. 241..

For the purpose of rocking-'thesha-ft 186 to movefthe clutch lever 112, thesaid shaft is provided with anv arm 1190, having an in.- verted V-shaped tooth, 191, arranged `t0 be struck andf forced' downward by a pinl 192 carried by the firstcounting'wheel of the trip distance indicator.

The operation of the above, described mechanism is as follows:

When ay basic fare for distance has been set up on the fare indicator, ashas bcenfeX- plained' hereinbefore, the clutch members 51 and 52 are locked together by the acti'orrof the setting'mechanism, 'andi' thereby the shaft 50is operated from the vehiclexwheel when the vehicle is moving. Thexrotation of. the shaft 50 andthe star wheelsha'ftl 22 rotates the star wheeh 21v and thereby actuates'the tripdistance'indicaton As sooir as theffirst counting` wheel has been rotated an amount such as to indicate the basic distance traveled for which the basic change is made, the pin 192, Figa 18, comes into; Contact with the tooth 191f of the arm 190, sothat any further rotation of the said rst counting wheel of the trip vdistance indicator will force-said arm190fdownward, thereby roeking-` the shaft 186 and the7 clutch lever'112, whereby the clutch member 109 is shifted downward. into engagement with the clutch member-108, and is locked in this position by the spring 189.

As hereinbefore explained, the clutch teeth at the upper.'partici the clutchmember 109 are longenoughto stayin enga-gement with the clutch teeth of theI member 110, even when` the clutch member 109' has moved downward into engagement with the-n1en11- 19.61 108i After the members: 108l and 109 are locked -togethentherotation of the shaft 50 by the vehicle wheel, duringthe travelinglr of the vehicle will actuate the fare indicator and 'totali fare` indicator as hereinbefore expla-ined.

For the purpose of connecting the clock mechanism. to the fare indicator, through the clutch members 108Y and 104:, as hereinbeforeexplainechthe trip time indicator is arranged to lockesaid;clutchmembers, through the following mechanism. l

The iirst counting; wheel of the trip time indicator is provided with a pin 193 which v actuates` anarm 194e fixed on a shaft 195. This sha-ft carries a. pin, 196, Figs. 1 and 19, which engages one arm of the-bell crank clutch; lever 106.,

Consequently, when the first counting wheel of the trip time-indicator has rotated to. an extent sufficient to indicate the basic time for which the basicr charge is made, its pi1r193-rocks the arm 194, shaft 195and pin .196,r` thus moving` the-bell crank clutch lever 106and lockingV the clutch members 103 and 104, whereby the rotation of the gear wheel 7,2-, driven by the clock mechanism, may be transmitted to the fare indicator as has been 'explained hereinbefore.

It istobe'noted that as the trip time indicator and the trip distance indicator are both inaction when the vehicle is engaged, each will, after one revolution of its first counting wheel, shiftA itsr respective clutch member, 109 and103, so that eventually the fare indicator is coupled to both the clock mechanismand to the vehicle wheel. Consequent-ly. if, whenvr a vehicle has been engaged on the, basis of a time charge, the driver runs such vehicle at a' rate of speed above a certain normal speed, the fare indicator will be actuated by the vehicle wheels, or in other words, the charges will then be made really according'tothe distance traveled.

On the other hand, if when thevehicle is hired on the-basis of a distance chargethe driver travels slower than the normal rate ofspeed, the fareindicator will be operated by the clock mechanism, that is, the charges willbe madeaccording to the time spent.

This is` possiblev because both the vehicle wheel and the clock mechanism are coupled totheffare indicator` at the same time, and the latter is4v actuated by Whichever driving mechanism will cause the more rapid movement of thefare indicator.

For example, when the clutch. members 109 and 108 and 103 and 104y respectively are-locked togethenand the vehicle is traveling so rapidly that the bevel gear wheel 98, will turnmore rapidly. than it could be drivenv byl the uniformly moving clock mechanism-,the-result'will be that the clutch member 103 will slip ontheclutch member 

